Rail-fastening for steel ties.



F. A. PRESTON. RAIL FASTENING EOE STEEL TIES. APPLICATION FILED NOV. 22, 1911.

Patented. Feb. 4, 1913.

2 SHEETSSHEET 1.

P. A PRESTON. RAIL FASTENING FOR STEEL TIES.

APPLICATION FILED NOV. 22, 1911.

Patented Feb. 4, 1913.

2 SHEETS-SHEET 2.

v Fewer/0107 81/ 5/077.

STATES PATENT OFFICE.

FREDERICK A. YRESTON, OF HIGHLAND PARK, ILLINOIS, ASSIGNOR TO THE P. 80 M. (30., OF CHICAGO, ILLINOIS, A CORPORATION OF ILLINOIS.

I RAIL-FASTENING FOR STEEL TIES.

Application filed November 22, 1911.

T 0 all whom it may concern:

Be it known that I, FREDERICK A. Pans TON, a citizen of the United States, residing at Highland Park, in the county of Lake and State of Illinois, have invented new and useful Improvements in Rail-Fastenings for Steel Ties, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawing, forming a part of this specification.

My invention relates to rail fasteners for metal ties.

One of the objects of the invention is'to provide a simple and efficient rail fastening device which will securely .hold the rail to the metal cross-tie at any convenient point on said tie.

Another object is to provide a fastening device which will effectively resist lateral thrust of the rail and will also resist any overturning tendency thereof.

A further object is to provide fastening means which may be readily applied to the tie and to the rail without the use of belts or nuts and without drilling holes in the tie or otherwise preparing the same, and which will maintain the tie and rail in proper relation through the frictional engagement of the various parts.

Further objects will be apparent from the description which follows.

The invention may be embodied in various forms. In the accompanying drawings I have shown several embodiments thereof which have certain practical advantages.

Figure, 1 illustrates a top plan view of one embodiment, showing a pair of fastening devices, one in assembled position with respect to the rail and cross-tie and the other partially assembled. Fig. 2 is an end view thereof, showing the rail in section. Fig. 3 is a side view of one of the fastening devices thereof with the rail omitted for the sake of clearness and showing the tie in section. Fig. 4 is a top planview of another form of fastening device provided with means for cushionin the rail and insulating it from the steel tie. Fig. 5 is a section on the line 5-5 of Fig. 4. Fig. 6 is an end elevation with the rail in sec tion showing the-insulation interposed between the rail and the adjacent parts. Fig. 7 is a top plan view of a further modified form of fastening device including certain Specification of Letters Patent.

Patented Feb. 4,1913.

Serial No. 661,789.

tie-plate features. is an elevation thereof.

The rail 1 is supported by the steel tie 2, which may assume any of a number of different forms. The form illustrated is known as the modified I-beam type. The fastening device illustrated in Figs. 1, 2 and 3 comprises a pair of interlocking members 3 and 4, one pair being applied at each side of the rail base. The members 3 and 4 are provided with aws 5 and 6 respectively. These jaws are designed to conform to the section of the I-beam which they are intended to fit, and of course, may be of any suitable configuration where used with cross-ties having a section diflerent from that illustrated. The jaws illustrated are intended to fit the flanges of the I-beam tightly so as to grip the same firmly when driventhereon. Each of'the members 3 and 4 is also provided with an under-cutportion at the opposite end, which under-cut portions are adapted to interlock in the plane 7 which, as shown in Fig. 1, extends somewhat diagonally with respect to the cross-tie 2. This diagonal arrangement provides in effect, a wedging engagement of the parts whereby relative motion of one member with respect to the other in the proper direction, will cause the jaws to be drawn toward each other for the purpose of gripping the flanges of the I-beam more rmly between them. By virtue of the under-cut portions of the interlocking members the member 4 is adapted to resist any vertical thrust which might otherwise lift -it from the member 3, causing the disengagement of said members. I

The member 4 is provided preferably with an extension, lip or jaw 8 which is adapted to fit over the rail base in order to hold the rail down on the cross-tie. edge of the rail base bears against the side or vertical wall of the member 4, as seen in Figs. 1 and 2, so that the side thrust of the rail is received by said wall. In the form illustrated, the member 4 is considerably longer than the cooperating member 3, and the lip 8 constitutes a portion of the longer member. While this is the preferred de- The sign, it is, of course, apparent that the relalation of said member to said I-beam being.

about as shown in Fig. 3. This member is then driven firmly against the rail base, provided that it is not already in close contact therewith, by blows directed in a direction at right angles to the rail. The lip 8 is preferably so designed as to grip the rail base very firmly. That is to say, it may be necessary to spring the lip slightly in driving the member 4 into its final position. The member 3 is now applied to the opposite side of the I-beamv at a slight distance from the rail, as shown in the right hand half of Figs. 1 and 2, and then driven in the'direction of the arrow until the parts are brought into firm wedging engagement. The projecting tongue 9 on the member 4 serves to guide the member 3, although this guiding feature is not essential. The parts are so designed that after the member 3 has been driven toward the rail as far as possible, as shown in the left hand half of Fig. 2, and in the other figures, there is still considerable clearance left bet-ween said member and the base of the rail. The tongue 9 which projects beyond the member 3, may now be bent over as shown in Fig. 1, whereby the member 3 is firmly locked against return movement. This positive locking of the parts against possible return movement is desirable as I affording additional security. It will be apparent however ,that side thrust exerted by the rail against the member 4 will tend to move said member in adirection to increase the wedging engagement of both members and thereby increase the gripping action of the jaws. Accordingly it will be seen that the lock is by no means essential where the parts have been properly applied to the tie and rail by being initially driven or forced into the firmest possible wedging engagement and that no actual movement on the part of the member 4 can occur. The tendency toward outward movement, however, due to the tendency of the rails to spread for example, increases rather than decreases the security of the fastening device. Various other forms of locking devices may, of course, be employed where a positive lock is desirable.

It will be apparent that the above rail fastening may be readily applied to a crosstie at any position along the same wherever the rail happens to rest on thetie. Where ties are used having holes cut or drilled in the top, it is necessary to locate the tie on the ballast with some degree of accuracy in order to bring the holes in the tie adjacent the rail base, ,or else it is necessary to drill holes in the tie after the rails have been placed and the gage determined. With the present arrangement, fastening devices may be readily applied by simply driving them into position after the gage has been determined, and furthermore, the position of the rail with respect to the tie may be very accurately adjusted to give the proper gage. The lip or jaw 8, bearing downward against the upper side of the rail base, prevents overturning of the rail and in this respect acts like a rail clamp. The jaws 5 and 6 grip the flanges of the tie firmly, having'a tight driving fit thereon. These jaws may be provided with roughened or toothed inner surfaces, if desired, as shown for example at 10, in Fig. 1. These roughened surfaces will increase the hold of the fastenmg device on the steel tie and insure against possible slipping, although I do not limit myself to this toothed construction. The devices illustrated may be made in right hand or left hand pairs, if desired, or they may be all uniform. In the latter case, the lips 8 will bear a staggered relation to each other, as shown in Fig. 1.

In Figs. 4, 5 and 6, I have illustrated a form of device having provision for insulating the rail from the tie. A wooden block or cushion, or other insulating material 11, is interposed between the rail and the steel tie. A strip. or sheet of insulating material is also interposed between the rail base and the lips or jaws 8, as in Fig. 6. The interlocking members are provided with shoulders or abutments 12 to hold the wooden block 11 in place beneath the rail base.

These shoulders 12 are preferably of less height than the thickness of the block, so that the pressure on saidblock, or the wearing away of the same, due to the long continued presenceof the rail, will not result in the rail resting eventually on these lugs instead of on the wood.

The remaining parts have applied thereto the same reference charactersas have been used to indicate corresponding parts in the previous figures and the function thereof will be clear.

In Figs. 7 and 8 I have illustrated a modified form of device comprising a metal plate 13 adapted to be arranged between the rail and the tie after the manner of a tie-plate and provided on its upper side with diagonally arranged jaws 14 which may be suitably reinforced and are adapted to grip the rail base firmly after being applied thereto. The plate is also provided on its under side with a second pair of diagonally disposed jaws 15 arranged preferably at the remaining corners 'of the plate.

These downwardly extending jaws are adapted to firmly grip the upper flange of the I-beam or tie 2. The jaws 14: each have one corner beveled off at the point 16, the distance between these beveled surfaces being at least as great as the width of the rail base. The device is applied to the rail and to the tie by lifting the rail and placing the plate 13 beneath the same diagonally, with the jaws 14 arranged at opposite sides of the rail base. The plate may then be driven around to the positionillustrated in Fig. 7, whereupon the jaws 14 will ride up on and grip the opposite sides of the rail base, and the jaws 15 will ride down on and grip the opposite sides of the flange of the tie. All four jaws may be driven to a very firm seat by driving the plate 13 so as to tend to rotate it in the proper direction. To prevent a return movement of the plate which might cause a loosening of the grip of the jaws, 1 preferably provide suitable means to hold the plate in its extreme position. One way of doing this is illustrated in Fig. 6, in which holes 17 are provided adjacent to the jaws 14. Spikes 18 may then be dropped or driven through these openings and will engage opposite sides of the upper flange of the tie 2, thereby preventing a return movement of the plate 13. The lower ends of these spikes may be bent in toward the tie, if desired, by a few hammer blows, to insure their remaining in place. Old spikes may be used for this purpose which have been discarded for other uses. A single spike will answer the usual requirements, and therefore I do not desire to limit myself to the use of two spikes or equivalentfastening devices. Of course, other fastening devices may be employed, the one suggested, however, being very inexpensive.

In all of the above forms it will be apparent that the grip of the fastening device on the tie is maintained entirely through the frictional engagement of the parts. Fur-' thermore, no mutilation of the rail is re quired, such as is caused by drilling holes or cutting slots or notches. In the first general form of device illustrated, in which the parts have a 'wedgin engagement, I have illustrated two inter ocking members for effecting this engagement by relative movement thereof. I do not Wish to limit myself in connection with this form of device to a two-part construction, as it is apparent that the wedging engagement may be effected by a different number of co-acting parts or members. In connection with the remaining form illustrated, namely the tie plate form, I do not desire to'limit myself to the details thereof, as various other arrangements may be devised along somewhat similar' lines. In general. therefore, I desire to cover broadly any suitable equivalent means for accomplishing the desired results as long as such means fall within the scope of the appended claims.

Having thus described my invention, what I claim as new and desire to secure by'Letters Patent of the United States is:

1. A rail fastener fora metal tie comprising means having frictional engagement with opposite parallel portions of said tie, thereby resisting the side thrust exerted by the edge of the rail base which tends to move said means along said tie, said tendency toward movement causing automatically an increase in the frictional engagement of said means with-said tie.

2. A rail fastener for metal ties comprising means for frictionally engaging opposite sides of the tie and thereby resisting movement longitudinally with respect thereto, any tendency toward said longitudinal movement resulting in a tendency toward inward movement of the tie engaging portions toincrease the grip thereof.

3. Ina rail fastening device, in combination, a plurality of members having interlocking wedging engagement and havingv jaws adapted to grip opposite sides of a cross-tie between them, one of said members having a portion forming an abutment for one side of the rail base to prevent lateral movement of said rail With respect to said tie.

4. In a rail fastening device, in combination, two members having interlocking wedging engagement and each having a aw adapted to grip opposite sides of a cross-tie, one of said members having a ortion forming an abutmentfor the side 0 the rail base to prevent lateral movement of said rail with respect to said tie.

5. In a rail fastening device, in combination, a plurality of members having interlocking wedging engagement and having jaws adapted to grip opposite sides of a cross-tie between them, one of said members having an extension forming a side and top abutment for the adjacent side of the rail base to prevent lateral and vertical movement of said rail with respect to said tie.

6. A rail fastening device comprising a plurality of members having jaws for gripping opposite sides of a tie, said members havmg interlocking engagement along a line somewhat diagonal with respect to said tie, whereby relative movement of said members in the proper direction increases the effectiveness of said engagement, and a rail abutting portion on one of said members for receiving the side thrust of the rail and apply ing it to one of said members thereby tending to produce the aforesaid relative movement.

'7. A rail fastening device comprising a plurality of members having jaws for gripping opposite sides of-a tie, said members having interlocking engagement along a line somewhat diagonal with respect to said tie,

whereby relative movement of said members vin the proper direction increases the eflecthe side thrust of the rail and applying it to.

one of said members, thereby tending to produce the aforesaid relative movement,- and means for preventing movement in a reverse direction.

9. A rail fastening device comprising a plurality of members having jaws for gripping the opposite sides of a tie, said mem; bers having interlocking engagement along a line somewhat diagonal with respect to said tie, whereby relative movement of said members in the proper direction increases the effectiveness of said engagement, a lateral jaw on one of said members for resisting the side thrust of the rail and for preventing theliftingof the same, anda positive lock for preventing movement the reverse of said proper direction.

10. A rail-fastening having a portion adapted to overlie one side of a rail-base and having jaws engaging substantially parallel parts of the cross-tie beneath said parts to positively lock the rail against lifting from said tie, said jaws being relatively adjustable toward and away from the center line of said tie and'being automatically forced to their most effective relative gripping position by the side thrust of the rail.

11. A rail-fastening comprising a plurality of cooperating members, two of which have clip portions for gripping the under and outer sides of part of a steel cross-tie, all of said members having undercut jaws which interlock with each other to prevent lifting of any member from the tie, and an extension on one of said members adapted to overlie one side of a rail-base to hold down the same.

12. A rail-fastener comprising means frictionally applied to substantially parallel portions of a cross-tie and acting as an abutment for the edge of the rail to prevent transverse movement thereof, any tendency toward said transverse movement in the direction of said means tending to increase the grip of said means on said tie.

13. The combination with a rail and crosstie having parallel sides, of two devices arranged adjacent opposite sides of the railbase, each of said devices having frictional engagement with said cross-tie and each having a portion in engagement with said rail-base acting as an abutment to prevent lateral movementof said rail, said devices being so disposed with respect to said crosstie that the side thrust of said rail against either of said devices will automatically cause an increase in the frictional engagement thereof with said crosstie to resist said thrust, and a non-metallic element located between said rail and said tie to cushion said rail, said element being secured in place by said devices.

In witness whereof, I have hereunto subscribed my name in the presence of two witnesses.

FREDERICK A. PR ESTON.

Witnesses:

GEO. B. JONES, Eocimm LE Roux. 

